Radiator for railway-car-heating systems



p 1929 E. H. GOLD EF AL RADIATOR FOR RAILWAY CAR HEATING SYSTEH$ Filed Feb.

11, 1928 2 Sheets-Sheet l mmfi;

I "Zer/ 10/1 11 p 1929 E. H. GOLD ET AL 1,729,478

RADIATOR FOR RAILWAY CAR HEATING SYSTEMS Filed Feb. 11, 1928 2 Sheets-Sheet 2 |W//////////////4V/////////////////A Wfi z g i gm ZY$$ Patented Sept. 24, 1929 UNITED STATES PATENT OFFICE EGBERT H. GOLD, -OIE MIAMI BEACH, FLORIDA, AND EDWARD A. RUSSELL, OF CHICAGO, ILLINOIS; SAID RUSSELL ASSIGNOR TO VAPOR CAR HEATING COMPANY, INC, OF CHICAGO, ILLINOIS, A CORPORATION OF NEW YORK; MARGARET JAYNE GOLD AND BISCAYNE TRUST COMPANY EXECUTORS OF THE ESTATE OF SAID EGBERT H.

GOLD, DECEASED RADIATOR FOR RAILWAY-GAR-HEATING SYSTEMS Application fil ed February 11, 1928. Serial No. 253,699.

This invention relates to certain improvements in radiators for heating railway cars. It relates more .particularly to variations in the radiator coils, and their supporting means 6 and connections, whereby the radiating surface may be properly proportioned to the heat requirements at various locations in the car,

and the expansion and contraction of the longer pipes may be permitted without dis- 1 turbing the positioning of the heating units located at the ends of the car.

In known car heating systems, steam is delivered from the main supply pipe located beneath the car, through a control valve located at an intermediate location in the car to the radiating pipes. The radiator comprises pipes extending longitudinally of the car, usually adjacent one side thereof, the pipes extending transversely of the ends of the car to provide some additional heating surface at these locations.

Ordinarily considerably more heat radiation is required at the ends of the car to maintain the desired temperature than is necessary at the central portion of the car, particularly since the heating system is usually controlled by a thermostat located near the center of the car. .The frequent opening and shutting of the doorslowers the temperature at the ends of the car, and a continuous draft from the ventilators makes it practically impossible to keep the. end doors absolutely tight. There is also a continuous draft through the toilet-room hoppers, the drinking water drain pipes, etc. All of these causes necessitate increased radiation adjacent the car ends.

According to the present invention, steam manifolds are anchored in place, one at each '4 end of the car, steam'being supplied to. these manifolds by the longitudinal radiating pipes which extend from end to end of the car. As many heating coils as may be found necessary may be supplied with steam from these manifolds, the several auxiliary coils being independently connected with the manifolds. Since the end heating coils are relatively short, their expansion and contraction will not necessitate any special form-of connections and they may be connected directly with the manifold. Since the longitudmal radiator pipes are of considerable length and will expand appreciably when the temperature is raised by the steam therein, telescopic connections are provided between the endsof these longitudinal pipes and the manifolds so that the pipes may expand and contract without necessitating any corresponding movements of the manifolds.

The principal object of this invention is to provide certain improvements in radiators for railway cars, as briefly described hereinabove, and as disclosed more in detail in the specifications which follow.

Another object is to provide improved radiating means for heating the end portions of railway cars.

Another object is to provide improved means for permitting the expansion of the longitudinal heating pipes, without disturbmg the auxiliary heatingpipes employed at the ends of the car.

Another object is to provide improvements in radiators of the type hereinabove specified, whereby the number of pipes necessary in 7 order tosecure the required heating surface is diminished by the use of radiating fins on the pipes.

Other objects and advantages of this in vention will be more apparent from the folg lowing detailed description of certain approved forms of the apparatus;

In the accompanying drawings:

Fig. 1 is a perspective view of the principal elements of the radiating system. as

Fig. 2 is a longitudinal vertical section through one of the manifolds, and the adjacent pipe connections.

Fig. 3 is a horizontal section taken substantially'on the line 3-3 of Fig. 2. Fig. 4 is arear elevation of the manifold" and the supporting bracket therefor.

Fig. 5 is an elevation of a modified form of radiating coil for'heating the end of the car.

Referring to Fig. 1, portions of the railway car are indicated diagrammatically in broken lines the main compartment of the car being indicated at 1, and auxiliary end compartments, such as wash-rooms or toilet rooms at 2 and 3. The automatic heat control system 1 densate return from the radiators through pipe 10 to valve 8 and thence through pipe 11 to the vapor regulator 6. The temperature ,of the returning steam or condensate through pipe lldetermines the action of the valve in vapor regulator 6, thus governing the supply of steam delivered from the vapor regulator through pipe--7-. Valve 8. is controlled through the thermostats 12 in the manner explained .in the above mentioned Russell patent or in any other suitable manner, so as to turn the valve 8 off when the temperature rises above the desired point, and to turn the valve 8 on when the temperature falls below this point. When the valve 8 is ofif, steamdelivered through pipe 7 returns directly through pipe 11 to the vapor regulator. The delivery and return pipes 9 and 10 are anchored to the car at 13 and 14 respectively, and have extensions 15 and 16 extending to the respective ends of the-can The radiating system consists of the main longitudinally extending pipes A which run from end to end of the car, similar auxiliary heating units B and C at the two ends of the car, perhaps additional units D and E for heating separate compartments at the ends of the car, and manifolds F and G for delivering steam from the central radiating system A to the auxiliary radiating units B, C, D and E.

The manifoldsF and G are substantially identical, except for a reversal of the openings therein to adapt them for use at opposite ends of the car and a description of one will suflice for both. Referring now more particularly to Figs. 2, 3 and 4, the manifold F comprises a hollow casing divided by the intermediate horizontal web 17 into two separate chambers 18 and 19. The supporting and anchoring bracket 20 comprises a base plate 21 anchored to the floor of the car by means of bolts 22, and a back plate 23 formed with a vertical slot 24 for receiving the rib 25 which projects from the rear wall of the manifold casin Side ears 26 may be formed on the mani old casing, whereby the manifold is supported from the back plate 23 by means of bolts 271which pass through elongated slots 28 in the ears 26. The connections just described permit vertical adjustment of the manifold, but serve to anchor the manifold againstlateral or longitudinal movement.

The main radiating unit A comprises the delivery and return pipes 15 and 16, and a floating pipe 29 which extends longitudinally of the car above the pipes 15 and 16. Since the pipes 15, 16 and 29 are of considerable take place at the outer ends thereof, while the floating pipe 29 may extend at either or both of its ends. a To allow these movements, telescopic connections are provided between the ends of the several pipes 15,16 and 29 and j the manifolds F and G.

Referring to Figs. 2 and 3, one end of pipe 29 is slidable through a thimble or sleeve 30, which is threaded at 31 into one wallof the manifold casing so that pipe 29 will com:

municate with the chamber 18. The outer end of sleeve 30 is'enlarged at 32 to inclose a packing or gasket 33 and a gland 34 threaded within the sleeve whereby the packing means 33 may be forced into sealing engagement with pipe 29. It will be apparent that the sealing assembly consisting of sleeve 30, gasket-33 and gland 34 serves to form a steam tight connection between pipe 29 and chamber 18,-while permitting the end of pipe29 to slide therethrough into or out of the chamber 18 as the pipe 29 expands or contracts. An exactly similar connection is provided. between the end of pipe 15 and the lower chamber 19. Pipe 16 and the opposite end of pipe 29 are similarly connected with the other manifold G. It will now be apparent that al though the manifolds F and G are anchored securely in place, the pipes 15, 16 and 29 may expand and contract, their outer ends moving longitudinally of the car, without necessitating any corresponding movements of the manifolds. When steam is first applied to the system, pipe 15 will become heated and will expand before a corresponding expansion of pipe '29 takes place, but the independent telescopic connections between these pipes and the manifold F permits all such independent movements.

With a fixed source of steam established at the anchored manifolds F and G, adjacent the two ends of the car, such additional or auxiliary radiating coils may be added as seems necessary or desirable, thesecoils being connected with and supplied with steam from the manifolds, As shown in Fig 1, the auxiliary radiating unit B, which is conveniently mounted under the rear seat at the end of the car, comprises a pipe 35 which communicates at one end with an opening in the front wall of chamber 19, and is connected at the opposite end by an upright pipe connection 36 with a second horizontal pipe 37 extending back parallel to pipe 35 and communicating with the upper chamber 18 in manifold F. Similarly, such heating coils as may be necessary in the compartment .2 at the end of the car, may be connected with the side of manifold F opposite the telescopic connections with pipes 15 and 29. As here shown, this auxiliary heating unit D comprises a pipe loop 38, 39 and 40 connected with the chambers 19 and 18 and extending around two walls of the compartment 2. -An additional loop 41, 42 and 43 may be connected in shunt with the pipes 38 and 40 and positioned along a third wall in compartment 2. It will be understood that the radiating units B and D here shown are merely illustrative, and that the size and proportions of these units may be varied as found necessary. The above description of radiating units B and D applies equally well to the auxiliary radiating units C and E at the opposite end of the car, which are fed with steam from the manifold G.

In order to secure: the desired radiating surface, with a decreased number of pipes, certain of the pipes are provided with radiating fins 44. These fins consist of-rather thin metal plates which are secured around the pipe at short intervals, the space between successive fins being sufficient to provide free access of air and permit the desired radiation. The fins are secured tightly to the pipe so as to form a substantially integral structure, and they become nearly as highly heated as the pipe itself so that the radiating surface is greatly increased. We have ;shown the floating pipe 29 of radiating unit A as provided with these fins 44. It has been found that a radiating pipe provided with these fins will radiate at least as much heat as four ordinary radiating pipes, so that the radiating unit A as here shown is substantially the equivalent of a five pipe radiator extending the length of the-car. The use of the finequipped radiator pipe greatly simplifies the size and construction of the manifolds F and G, and also requires much less head or floor space, which is desirable, since the deeper cushions now used have restricted the space available beneath the car-seats. I

The end radiator units B and C are here shown as provided with the fins'44. They will therefore each be the equivalent of at least an eight-pipe radiator, at each end of the compartment 1. If the radiating ca pacity of such a unit is insufiicient. a unitsuch as indicated at H in Fig. 5 maybe used. In this radiator, the inlet and outlet pipes 35 and 37 are connected with manifold F the same as in radiator B. The opposite ends of these-pipes 35 and 37 are connected by horizontal fittings 45 and 46' with the horizontal pipes 47 and 48 which are connected at their opposite ends by the vertical pipe fitting 49. It will be apparent that the steam flow loops back and forth through the several parallel horizontal pipes 35, 47,48 and 37. Since all of these pipes are provided with the fins 44,

the radiating capacity of this unit will be substantially the same as that of a sixteen pipe radiator. It is obvious that by an extension of this principle the radiating capacity of the radiator might be further increased as found to be desirable.

Since the several pipes used in the auxiliary radiating units B, C, D, and E at the ends of the car are all relatively short, they will not increase materially in length as they expand and contract, and they may be practically anchored in place and firmly connect ed with the manifolds F and G. It will also be apparent that the size, design and proportions of these auxiliary radiating units may be varied in accordance with the heat requirement, and the space available, without changing; the form or positioning of the manifolds F and G and the main radiating unit A.

We claim:

1. radiating system for a railway car,

comprising a pair of steam manifolds anchored one at each end of the car, radiating pipes extending longitudinally of the car which supply steam to the manifolds, and auxiliary radiating units individually connected with and receiving their steam supply from the manifolds.

2. A radiating system for a railway car, comprising a pair of steam manifolds anchored one at each end of the car, radiating pipes extending longitudinally of the car which supply steam to the manifolds. telescopic connections between these radiating pipes and the manifolds, and auxiliary radiating units individually connected with and receiving'their steam supply from the manifolds.

3. A radiator for a railway car, comprising a pair of steam manifolds anchored one at each end of the car, each manifold being divided by an interior web into two separate chambers, pipes extending longitudinallyof the car, telescopic connections between these pipes and the respective compartments of the manifolds, and an end pipe loop leading to and from the respective chambers of each manifold.

4. In a radiator for a' railway car, a manifold divided by an interior web into separate supply and return chambers, means for anreturn pipes, sliding connections between one end of each of these pipes and the respective supply and return chambers, and a plurality of radiating pipes leading out of the supply chamber and into the return chamber.

5. In a radiator for a railway car, a, manifold divided by an interior web into two separate chambers, there being an exterior vertical rib on the manifold, an anchoring bracket adapted to be mounted on the ear, the bracket having a vertical slot to receive the rib, supply and return pipes, sliding connections between each of these pipes and the respective chambers, and a plurality of radiating pipes leading from the chambers.

6. In a radiator for a railway car, a manifold divided by an interior web into two separate chambers, a bracket for anchoring the manifold to the car,,connections between the bracket and manifold permitting vertical adjustment of the manifold, supply and return pipes, sliding connections between each of these pipes and the respective chambers, and a plurality of radiating pipes leading from the chambers. 1

7. In a radiator for a railwaycar, a manifold divided by an interior web into two separate chambers, means for anchoring the manifold to the car, supply and return pipes, sliding connections between the ends of each of these pipes and'oneside of each of the respective chambers, and radiating pipes leading in different directions from other sides of each of the chambers. l

8. In a radiator for a railway car, a manifold comprising supply and return chambers located adjacent one end of the car, means for supplying steam thereto, and a car end radiator comprising a plurality of substantially parallelpipes, two of which are respectively connected with the supply and return chambers, the other free endsof theseveral pipes being connected with one an- I other so as to form a continuous pipe loop.

9. A radiator for a railway car, comprising pipes extending longitudinally of the car, connections from a steam supply to certain of these pipes, steam manifolds anchored one at each end of the car. telescopic connections between the pipes and the manifolds, and a plurality of end pipes fixedly connected with the manifolds so as to receive their steam supply therefrom.

10. A radiating system for a raiilway car mmprising a pair of steam manifolds anchorcd one at each end of the car, each manifold being divided by an interior web into two separate chambers, a steam supply pipe, distributing connections from said supply pipe including a valve located at an intermediate point in the car, delivery and return pipes extending from said valve, means for anchoring the delivery and return pipes to the car adjacent the valve, the delivery pipe extending to one of the manifolds, a telescopic connection between this pipe and one chamber of the manifold, the return pipe extending to the other manifold, a telescopic connection between this pipe and one chamber of this manifold, a pipe extending from one manifold to the other, telescopic connections between the ends of this pipe and the other chambers of the two manifolds, and an end pipe loop leading to and from the respective chambers of each manifold.

EGBERT HI GOLD. EDWARD A. RUSSELL. 

